Berth



March 13, J' K TULLY .E1- AL l BERTH y I Original Filled Jly 31, 1.940 10 Sheets-Sheet 1 J. K TULLY Erm'. 2,371,482

arma original Filed July si, 1940 1d sheets-sheet 2 'March 13, 1945.

BERTH 1o sheets-sheet :s

'Original Filed July 31, 1940 LEIF ANDERSEN 5y BAS WWA/v7- /gLaV-Mf March 13, 1945.l J, K 'ruLLY-ETAL 5 i -BERTH Original Filed July 3l, 1940 10 Sheets-Sheet fas 1.2!

- INVENTORS BY iasil Jazz e HTH/5.

March 1'3, 1945. J, K, TULLY ETAL -2,371,582

BERTI-I 'originr Filed July 31, 1940 10 Sheets-Sheet 5 @im bee r o 5I A m E V W.

March 13, 1945. |,IK TULLY TAL BEBTH 'original Filed July 31. 1940 l0 Sheets-Sheet 6 Mardi 1351-945- J. K. TULLY ETAL BERTH 'Original Filed July 3l, 1940 10- Sheets-Sheet` 8 March 13, 1945. 1 K, TULLY ET AL 2,371,482

BERTH l K 'Original Filed July 31, 1940 10 Sheets-Sheet 9 HTTYS.

Mar-h 13, 1/945. 1. K. TULLY ErAL BERTH 'Original Filed July 31, 1940 10 Sheefls-S'heet' l0 INVENTORS r A if. 25% e z Z 1mm Patented Mar. 13, 1945 UNITED STATES PATENT OFFICE 2,371,482; r v f p. l BERTH James K.-Tully, Evanston, Leif Andersen, Chi.- cago, and Basil E. Jones, Flossmoor, Ill., as-

. signors to ThePullman Company, Chicago, Ill.,

a corporation of. Illinois Original application vJuly 31, 1940, SeralNo. 348,670. Divided and this application March 14, 194.1, serial No. 383,262

sclaims.. (cl. s- 3.15)l

The overall dimensions or lrailway passenger carsy are definitely limited inorder to provide'the required clearances to permit trains to pass one another and to clear tunnels,.overhead bridges', and other` structures along the right-of-way. With these outer limits of the car iixed, the problem of increasing the capacity of the car is extremely diicult, .and requires readjustments ofl the interior arrangement to eil'iciently utilize every cubic inch of available space ,for the purpose of accommodating passengers. "Any space in a passenger car `which is used `for purposes other than accommodating passengersis wasted in so far as the revenue earning. power of that car is concerned., n p 0 l Modern day coaches can. accommodate anywhere from forty-ve .to sixty-eight passengers, depending upon the. floor. plan lay-out of theparticu-lar car, whereas a standard Pullman twelve section car having a drawing room. at the end can accommodate about twenty-seven. The overall dimensions of both of these types of cars are approximately the same, so that thevariation in the number of passengers which can be accom- 'modated inl these 'different types of cars is accounted for by the dilerent iloor plan lay-outs in the cars. In the day coach, each passenger is provided with a seat, which, at best, allows him to assume a semi-reclining position in which he mayV sleep. In a sleeping car, on the other hand, each occupant has a comfortable bed' inf which he may sleep in a fully reclining. position. Obviously, theamount ofoor space in a car required for a bed is considerably greater than that needed for a seat, so that the capacity of a sleeping carnecessarily is much less than that'of a day coach.

One of the principal objects of the present Vi171- vention is to provide an arrangement of seats and berths ,which more efficiently utilizes the avail# able space in a car so as to greatly. increase the capacity of a sleeping car over and above thatfof the present cars. arrangement of berths which provides adequate seatingspace for the occupants during the day` time .with ample leg, arm, and head room and comfortable roomy beds `for nightl time travel; It. is intended that this shall be accomplished in a very simple, inexpensive manner so that the porter in charge of the car can quickly convert the berths from day-to night use, and vice versa, with a minimum amount of inconvenience to the passengers, and at the` same time it is intended to provide the occupants with-themaximum This is made possible by an` amount' of comfort, both during thedayt'lmev and at night. Q

The above 'constitute some; of the principal. objects of Athe presentl invention, othersl of. which will become apparent from the following description, in which Fig. 1 is -a fragmentary perspective view of a car showing a three and' a six 'passenger'room made up for day use and the relationship ofv the rooms with respect to the car| aisle;

Fig. 2 is 'a fragmentary perspective. View. of a car corresponding to Fig. 1 with the rooms made up for night use; v

Fig, 3 is a longitudinal s'ectional'view through a car showing a three occupant room made up for day use and a six occupant room made up `for.

sofa showing the arm rest in position for day use and. a means for iasteningithe soft back in the daytime position; y 1 y g Fig. 8 is a vertical sectional view through the convertible sofa taken onV the line 8--8 of Fig. 10

and showing the sofa back folded down'gfor' night time use; l

Fig. `9.is an enlarged. vertical sectional View taken through they armrest on the line 9-9 of Fig. 8; y l.

Fig.. 10 is a fragmentary vertical Vtransverse sectional vView through the room portion of the carrshowing in front elevation the convertible sofa in conditionfor night use, the View being taken on the line lll-I0 of Fig. 8.;

f Fig. 11 is a verticalsectional view taken lengthr wisethrough the, convertible sofa back when it .is in its lowered position for ynight timek use, the view being takerion the line ll-fl I 0f Fig. 8;

Fig. 12 is an enlargedvertical sectional view taken through a portion of the` convertible seat on the line lf2-I2 of Fig. 8;

Fig. 13 is ani-enlarged verticalsectional view taken crosswise of the upper and.l intermediate berths; showing'in solid lines the relative positions of the upper and intermediate-V berthswhen in their daytime position and indicating vin broken lines the intermediate berth in position for night use with a counter-balancing mechanism associated with the intermediate berth;

Fig. 14 is an enlarged detail view of a portion of the upper and intermediate berths taken on theline lli-I4 of Fig. 13;

Fig. 15 is a sectional view taken on the line |5|5 of Fig. 13, showing the upper and intermediate berth arrangements when they are in position for night use, portions of the figure bebracket which supports the intermediate berth in its day position;

Fig. 18 is a side elevational view of the curtains for the upper berth, the view being taken from the inside of the berth and looking at the inner face of the curtains;

Fig. 19 is a side elevational view of the curtains for the intermediate and lower berths, the viewbeingtaken from the inside of the berths looking toward the inner face of the curtains;

Fig. 20 is a vertical sectional view taken through the upper and lower curtains in their assembledpositions on the berths; and

Fig. 211s a vertical sectional view through the curtains for they intermediate and lower berths taken on-the line 2 |-2| of Fig. 19.

This'application is a division of the co-pending application of Peter Parke, James K. Tully, Leif Andersen, and Basil E. Jones, Ser. No. 348,670, filed July 31, 1940.

A specific embodiment of the present invention is selected for the purpose oi disclosure, as required by section 4888 of the Revised Statutes. Many modifications may be made without depart-ing from the scope of the invention.

The berths formingthe subject matter of the presentinvention are shown in connection with a railway sleeping car (Fig. 1) having a iioor 5|, side walls 52 and 53, and a roof 54. An aisle 55 extends lengthwise to the car adjacent to the side 52and a plurality of rooms 50 are arranged adjacent to the opposite car side wall 53. Windows 82 are spacedjn the wall 53 in a manner to give suitable daylight to each room and to provide clearvision outside the car. The rooms are separated, from each other by transverse partitions l84 and from the aisle by a partition 85. Each of the transverse partitions 84 is open, as indicated at 6|, over a substantial portion of its area to provide a view throughout the length of the car. As shown, theaisle partition 85 is open, as indicated at 62, over a substantial part of its area. A curtain, generally indicated at 6 in Fig. 1, may be used to close the opening in the transverse partition 6|, as can other suitable means, and curtains 585 (Fig. 2) may be used to close each room for the aisle.

Each room is provided with berths arranged in a tier of three with the lower one convertible into a soia 81 (Fig. 3), the upper berth 88 assuming a stationary position in the upper region of the room, and the intermediate berth 83 foldable to a position adjacent to the underneath face of the upper berth 88, as shown in Fig. 1. The intermediate berth is adapted to assume a horizontal position for use, and is provided with a pan 263 (Fig. 3), which may be secured over the opening in the transverse partition.

As shown in Fig. 1, the room is further provided with equipment to make the room furnishings complete both for day and night use.

SPECIFIC DETAILS Convertible sofa The sofa in each room ls arranged to provide three comfortable seats, with or without arm rests, depending upon the requirements of the individual occupant. Each seat may be individually adjusted to an -upright or semi-reclining position to suit the needs of the occupant.

The sofa is supported on a frame generally indicated at i6 in Fig. 4, secured to the side wall 53 of the car and to the aisle partition 85 (Fig. V10) by brackets Bosses 242 project down from the frame through holes in the brackets.

' This frame comprises a pair of spaced parallel beams ||8 and ||9 (Fig. 4) extending the full length of the sofa connected by a plurality of channel-shaped guide members |20 and an angle end guide member |2|, all of which guide members extend crosswise with respect to the two beams ||8 and H3. The angle member 12| is used on the end of the sofa frame adjacent to the aisle side, while the channel members are used in intermediate positions and on the car wall side of the sofa frame.

Each of beams ||8 and I |9 comprises a wooden core |22 bound on its sides by metal channel.

members |23 and |24. The seat guides |20 and |2| are fastened to the beams |8 and I I9, and are so spaced that a seat cushion nts between two adjoining seat guide members.

The upwardly extending sides of the guide members are provided with slots |25 having downwardly extending portions |26 and horizontal portions |21. A seat cushion |28 iits between contiguous sidesof adjoining seat guide members and trunnions |29 on the sides of cushions |28 t in the slots |25 of the guide members.

Directly adjacent t0 each guide member on the forward beam ||8 of the frame ||6 is a seat slide |30, which is an angle member extending across the top of beam ||B and bending downwardly against the inner side of the beam. In`

the top horizontal ange of the seat slide |30 is a slot |3|. These seat slides are provided on each side of the seat cushion area between adjoining seat guide members.

At the back of the frame on the rear beam ||9 is a seat back catch slide |32 of irregular shape having a horizontal portion |33 extending overl the top of beam |9, a downwardly and rearwardly inclining portion |34, and a vertical portion |35, An angle member' |36 (Figs. 5 and 6)A is fastened to the inner side of the vertical portion |35 of the slide and has a horizontally extending ilange |31 engaging the lower face of beam ||9 and a vertical ange |31 engaging the inner face of the vertical portion |35 of the seat back catch slide |32. i.

The cushion |28 is supported on a frame |38 including angular members having a horizontal ange |39 and a vertical flange |40. These angullar members extend along the sides and across the back of the cushion. The cushion itself may be of any suitable type with or without springs, but, as shown, it is made of sponge rubber, which inherently has the necessary resilient properties to provide a comfortable seat. This sponge rub; ber cushion, shown at |4| in Fig. 5, is covered with a suitable upholstering materialv MI', and the cushion as a unit is carried in the frame |38.

On the bottom face of thehorizontal flange |39 face' |45. When the lseat is in its normal uprigl'itA position', the cushion |28 is in place between theV contiguous-sidesI of the seatguide members 1210,

or, in the -case of the end cushion, between thel upright flange of the end seat guide member |2| and the contiguous flange of intermediate guide memberA |20. l y

Referring to Fig. 5, the seat is :supported on the seat slides underneath the front end of the cushion and on the rear beam |19 of thewsofa frame. The seat slide stops |42 assume-apos'ition directly behind the seat slide |30 in the space between the two beams H8 and I I9. v When the seat is moved to the semi-reclining position shown in Fig. 6, the seat cushion |f28fi's pulled forward, during which time the lug `|44lon each seat slide stop |42 engages its corresponding sea-t slide |30. As the cushion is moved forward,- the inclined surface of lug" U14-moves along the seat slide |30, raising the forward edge of; the cushion. As the cushion is pulled furtherv forward, the lug moves across the topsurfaceof the seat slide |30 until it fits into notch f|3|in`i this surface. The seat cushion is thus moved to the semi-reclining position of the seat. An angle grasp |41 is secured to 'the underneath `face 'of r.

the seat cushion |28 directly adjacent to the front edge thereof, and this graspprovides means for manipulating the seat cushion.

Along vthe back .edge of the seat cushion 428 is a. seat back catch M8, hing-.eda15` H9 to the upwardly extending flange v|40 of the cushion frame |38, This seat. back catch has aheel portion 15|, which engages the vertical, inclined. and horizontal upper surfaces of the seat back catch slide |32 (Figs. 5 and 6)l duringthe movement. of the seat cushion from the normal| position yshown Ain Fig. 5 to the semi-reclining position shown Fig. 6.

' When the seat is in `its normal position. the seat back catchis substantially horizontal,v as shown in Fig. 5, with the heel |51 engagingthe vertical surface of' the `seat back catch slide, '1532. As the cushion Al 28 is moved forward, the heel |51| rides up the inclined surface lu, causing the seat back catch to rotate in -a..counterclockwise direction about the pivot point of hingelf, thereby raising the seat back catch. 'When the seat cushion |28 assumes the semi-recliningposltion shown in Fig. 6, the heel |"!l| ofthe seat back catch is supported on the horizontal surface k|33 of the slide |32., and the seat back' catch thereby assumes a, substantially vertical position (shown in Fig, 6). Exten-ding outwardly'from the end ofthe seat back catch isan arm 'ilf52.

Referring to Figs. 5 and 6, when the seat -cushion |28 is being adjusted from the upright position to the inclined position, the trunnion i |29 moves from the rearv ofsl'ot |25, as shown in Fig. 5, to the forward end of the slot, las shown in Fig. 6. The extremities ofthe slot |25 limi-t :the movement of the seat cushion |28. To entirely remove the cushion, the trunnion is moved to the toleded isee- Figi. Inleach of these guide mem- `liners 020 lis a channel-shaped arm rest support lbracket having a rearange fl-6| and "two .side .flanges 1|62 and |63 (Fig. 4). Extending upwardly 4from the 'side anges are Aprojecting :arms |64 and The arm rest support bracket is spaced from theend of the seat guide "member |20, and, .asibestshown- 1in Fig. 8, a block |66 is inserted between the 'support and the `end of seat guide member |20. This block Vis upholstered at |61 (Fig. 8) in any suitable manner.

The arm rest |68 (Fig. 4) fits between the upwardly extending ilanges of the channel guide.

member |20 and comprises back, intermediate, and front members |125, |76 and |69, respectively. v'.E'heback and intermediate members |15 and |16 are hinged together at 1H 2\(Fig. i8) and the intermediate and front members |-'l6 and y|69 are hinged together at |14. l

The 'intermediate member |16 serves as the arm supporty when the `arm rest is in its raised position, the back and front members l|'|5 and |69, respectively, supporting the intermediate member in its raised position. Theiback member |15 serves tovclose the space. between the seat cushions directly 'in back of the intermediate arm rest" member 176 whenthe arm rest is folded into the `seat guide meinberlin.. The front member |69 folds back underneath the intermediate member when .the arm rest Vis lowered into the guide 120. v1

Thelforward member |69 comprises aplate |13, tothe outer face of which is ksecured a block |73. Suitable upholstering materialacovers this block. The free endof the lfront plate I|.'|'3 is provided witha flange |118y extending beyond the block |13" .atan angle with respect to. the plane of the plate The intermediate arm rest support member |16 comprises a base 1.9.3 8) on which is `mounted an irregularly shaped supporting member |94.. Sponge rubber r|295 or other suitable cushion maserial covers the supporting member |94.

- The back member |15 of the arm rest |168 .com-

prisesr a supporting block |296 on which is Secured 'a :cushion |91 of `rubber or the like.

:suitable uphoistering materiau indicated at m of the seat frame and directly below the channelrear ofthe slot and then raised through the' ver- I tical portion |26 of theA slot. Aplate`|59 (Fig. 4) is secured to each end of block |66 and blocks the opening at the top of slot |25, This `plate must be removed before lthe seat cushion canbe vremoved. l

The channel-shaped seat guide members-'|20 serve as casings into which arm rectal-66 are shaped'seat guidemember |20 is an end arm rest support 4bracket |19. This .bracket is an angle mem-ber havin-g a front flange, and a side ilange 'IB-1 7, the" latter of which is secured to the end of beam' |8. The front flange of the bracket hasV Van outwardly-odset portion `|80 spaced from the `beam ||8 across the area directly below the seat guide member |20, and is secured to the forward flange-of beam H8 alongthe flange |82.

Directly below the intermediate channel- 'shapedseat guidemembers |20 are intermediate armrest fastening brackets |83 having an intermediate outwardly offset portion |84 spaced from the forward edge of beam 8 directly below the seat. guidemember' |20, and' flanges |85 and |68 extending beyond the ends of the intermediate portions |84 and securedto the forward edge of bearnll. f v 'As best shown in Fig. 7', the arm rest |68 is provided with trunnions |81 on the opposite sides of theback member |15,y which are journaled in diate arm rest cushion member |16 spaced in horizontal relationship above the seat and the back and front members |15 and |13, respectively, extending substantially vertically downward from the intermediate member. The projecting flange |18 on the end of plate |13 is inserted in the opening in bracket |19 (in the case of the end arm rest, or in bracket |83 in the case of an inter.. mediate arm rest support).

As best shown in Figs. 4 and 7, a slot |89 is placed in flange |18 of the arm rest |68, and, when the arm rest is in position for use, a deadbolt |90 (Fig. 7) is moved forward and inserted in slot |89 to lock the arm rest in position. i

The arm rest |68 is lowered into the seat guide member |20 by first unlocking the dead-bolt |90 and raising the iiange |18 of the plate |13 out of the arm rest support bracket. Then, as shown in Fig. 8, the plate |13 is folded under the end and intermediate sections |15 and |16 of the arm rest |68, and the assembly is lowered into the seat guide member |20. v

The forward edge of the back member |15 of the arm rest |68 is inclined at |9|, and the rear end of the intermediate member |16 is similarly inclined at |92, so that when the arm rest is in place in the seat guide member- |20 these two inclined surfaces become complementary toeach other, so that there is only a slight crack between the intermediate and the back members |16 and |15, respectively. f

When the arm rest is not in use and is folded into the seat guide member |20, the top surface of both the intermediate and the back members |16 and |15, respectively, are flush with the seat cushion, and the front edge of the intermediate member |16 is flush with the front edge of the seat cushion, so that, in effect,` when in its collapsed position, the arm rest forms a part of the seat cushion.

The sofa back is best shown in Figs. 4-10, inclusive, and includes a lower berth member |98 to which is hinged each seat back cushion |99 by means of a hinge 200. Between adjoining seat back cushions is a spacer 566 supported on the lower berth member |98 by a bracket 561 and an angle bar 568 at the opposite ends, respectively, of the spacer. The lower berth member has trunnion brackets 20| and 202 alcngthe opposite sides thereof, each of which carries a trunnion 203. To the car side wall 53 and the aisle partition 85 are secured pivot brackets 204 (Figs-7 and 11), in which the trunnions 203 are journaled. In this manner, the lower berth member or sofa back |98 is pivoted about a horizontal axis so that it can assume an upright position shown in Fig. 5, or it can be rotated to a horizontal position shown in Fig. 8.

The structure of the berth member |9815 best shown in Figs. 4 and 5, and includes a frame 205 having angle members 20G-209, inclusive, each having a horizontal ange 2|0 and a Vertical ange 2| To theother inner faces of these angle members are secured irregularly shaped angle members 2|2 having flanges which engage the inner surface of the flanges of the corersponding angle members 20S-209, inclusive. A ller 2|3 is inserted between the irregularly shaped angle membersl 2 |2 and each of the corresponding angle members 208-209, inclusive. To the upper edge of the flanges 2|| of each angle member is secured a wooden member 2| ll, which serves as one side of the lower berthi To the inner face of each side is secured a plate 2313 (Fig. '1). Across of the seat guide member |20 with the intermethe upper or front edge of the frame |98, the side 2 4 is of lesser height than in the case of the ends and back edge of the frame, and a rubber padding 2 I5 is mounted on the top of the wooden member 2|4, so as to provide a cushion along this edge of the frame. The bottom of the frame is closed by canvas 2|6 (Fig. 7), reinforced along its edges at 2|1 and secured to the inner face of the lower iianges-of the angle members 20E-209, inclusive.

As best shown in Fig. 5, the seat back cushion |99 is hinged to the inner iiange 2|0 of the angle member 206, and this seat cushion, pivoting about the hinge 200, may be moved away at the bottom from the lower berth frame |98, assuming the position Shown in Fig. 6. Straps 12|8 limit the amount of-this movement.

The seat back cushion is made up of framing members 2|9 and 220 at the top and bottom, respectively (Fig. 5), and 22| and 222 (Fig. l1) along'the sides of the seat back.

lA frame made up of angle members 223 is secured to the framing members 2|9-'222, inclusive. To this fra-me is secured a sheet 22-4 (Fig. 5), which completes the frame for the seat back.

To the frame is secured sponge rubber 225, or other suitable resilient material, to give the necessary cushioning to the seat, and upholstering 226 may be used to cover the rubber.

Extending downwardly from the lower edge of the seat back is a bracket 221, which projects below the seat back at 228. To the inner face of the bracket is attached a bumper 229, which is covered by a bumper shield 230.

A strap retainer 23| (Fig. 6) is secured to the bottom face of the framing member 220, and a second strap retainer 232 secures the other end of the strap to the lower edge of the lower berth frame.

When the seatis in its upright position, the seat cushion |28 and the back |99 assume the position shown in Fig. 5, with the seat back catch |48 substantially horizontal. As the seat cushion |28 is moved forward, as previously described, to assume the semi-reclining position, the seat back catch rotates counter-clockwise about the hinge |119,v and the arm |52 of the catch engages theA bracket 228 extending downwardly from the lower edge of the seat back |99. As the forward move ment of the seat cushion |28 proceeds, this arm pulls the lower edge of the seat back |99 forward, rotating the seat back about its hinge 200. When the seat has been moved to its semi-reclining position shown in Fig. 6, the seat back catch |88 assumes a vertical position, and the arm |52 on the end thereof supports the lower edge of the seat back |99 away from the berth frame |98, the straps` 2| 8 limiting the degree of movement of the seat back 99.

When the sofa back, which includes the lower berth frame |98 and the seat back |99, is in its daytime position, it is held a-ainst the room partition 84 (Fig. '1) by a latch 235 pivoted to a latch case 236, the latter of which is secured to the room partition 84. Latch 235 engages a, keeper 235' situated on the upper edge ofthe berth frame adjacent to each end thereof. When the sofa back is rotated to the horizontal position shown in Fig. 8, it forms a lower berth 239. A mattress 231 is permanently held in the lower berth frame |98 by straps 238. Referring to Fig. 10, supporting members 24|, attached to the ends of the lowei` berth :239 adjacent to the forward edge thereof, rest on brackets 240. Brackets 240 are fastened to the car side wall 53 and the aisle partition 85. respectively.

Berth ttmefitfati @iteration The berthsare @arranged that t'iieymybe fully made up with the 'proper bedding. I Thus, the porter is not' required to make up 'beds at `night when he is converting the carv into a vsleeper for night use. Much time is thereby-stated, Vand the The upper berth comprises a rectangular -i'ranie4 made up ofupwardly opening-angle member-'s' 248 and a canvas sheet 249 'for'insthe bottom of the berth and is secured to the horizontal nan'geof the vangle members 248'. The upright anges' 255il of the angle members .fdsformthe sides inthe berth frame, and a sponge rubber mattress 25 orsome` other suitable type of mattress-is 'pennanently held in place in th'eberth frame; f

Referring to Figs. 1 and 2, the relative position of the upper berth with respect to the car Walls isshown, and the space between the top of the mattress and 'tte tti ito'f is ampie to'. 'istante maximum comfort tov the occupant. A

4As best shownin Fig. 16, aer o ss theffioht edge of the upper'be'r'tri extends 'a '0" "tain rodear hating an the lower and' intermediate berth rtiiis 'are suspended. i 7

' Intermediate berth, 'structure The intermediate berth is made up of an intermediate berth pan 263' comprising a bottom sheet 264 having upright vsides`2|li51ad` front andbacjk respectively Fig.13)

"Referring toFig. 15, ,the' berth pan is pivoted side wall'and thaisle When in its elosedday'time position; thfeberth pan substant'iiiliy horizontal' position directly belowthe upperberthy as shown infFig. 13,'b'y a bracket memkej268 on each end of the berthpan. Referring particiiiatiy` te Fig. `i7, each ltiiiteket 268 comprises a bracket easing 269 which ts into a Well inthe Wallland has'a'peri'phealnange 21g; through which the esin is secured to thejwagll; Extending outwardlj from the' inner' tac'efofthe" casing269l isa 111g 2T!v having opening 212v a'd` `V jacent-to its" outer edge. The bracket 2681s piv-j oted to .the casing 269 at 21 3 about o vertieal axis, so that this bracket may besfvviine `about the pivot point into the cipsed position in which the uter surface *214 iisfmsiiwitii the'putr sur;

face of the peripheral flange`2`10. An arm 4T5i'sv anzutreten tra? lvotgponi it ,reaches i 21s moties .Smm-Softs vthe bracket Thus,- 'the eiect 'of theA spring when' the 'bracket 261i lsisely -approaches the closed positinyis .to

pan-263mm bers 280. The intermediateberth framefispivl' trie. iiit 281 at each end trees 2tey i'siieid in tb "te in ofl the uliefij;berthbybrachets2$g @plate 2 "89' is: fas-teitenr to meeneemtiem fate 264 'of the" termdiateb'erth pan adjacent tothe bracke at, tata etai f: the berth. jrg" lower' the mediate be'rtlri; einA il'ptiaiid` force is' appliedun' r the front edge orth'e'bertii pari; ari 268 on-'bothf-s'desbf the' berth aresnapbed to closed position. The berthpan is then allow tical position. The intermediatefberth is held in the intermediate berth panbya VlaiizcghZtiS (Fig.

. each-fenetre een tering nzeit-(rig iafi,

ing Y 271 is 'compr ed ion dotted ri rmedi @ettore-bout eiwit-.point 213;

interim 'er berthl A. In" 4 edi'aize berth'jrajmegf Inria. 1 3: ttiniermriiar berth-:is 4 shy its tibs'd pbs'ition housed ih the intermediate! berth Vhan 263 vheld against thelunderneathvface thebra ets at'bertlr" v pan at 300. Al counterlbalaneing 'spring/294 is provided at each end of. the intermediate berth pan, so that two of such springs serve to counterbalance the weight of the intermediate berth.

A housing 301 (Figs. 13 and 16) enclose the counter-balancing springs for intermediate berths on opposite sides of the room (in the case of the six-occupant room), in which case spring 294 (Fig. 16) serves to counter-balance half of the weight ofone of the intermediate berths, and spring 294' counter-balances half of the weight of the intermediate berth on the other side of the room'. The spring casing 301 is secured to the car wall by screws 302. In this manner, the bulk of the counter-balancing equipment is completely enclosed.'

The springs 294 are so arranged that the weight of the intermediate berth overcomes the spring action when the berth assumes a position midway between the closed and open position, so that when lowering the intermediate berth its weight permits it to drop to a position substantially at an angle of i degrees with respect to the horizontal, and force is required to place the berth in each Vpartition 84 directly behind each sofa back by means -of hinges 304 secured to brackets 305, which in turn are fastened to the partitions 84. Each panel 303 isv provided with a strip of rubber 306 across the top edge of the panel on the outer face thereof when the panel is in its raised posi-v tionagainst the partition 84, so that when the intermediate berth pan 263 is lowered as shown in Fig. 3, the rubber seals the crack between the panel 303 and the lower edge of the berth pan.

The strip of rubber 306 also serves as a bumper between the panel 303 and the partition 84 when the partition is in its lowered position, thereby reducing vibrations which may otherwise be present.

Vertical strips of rubber 301 and 301' may extend along 4the vertical edges of the panel on the inner side thereof` when it is in its raised position, thereby sealing the panel against the partition 84 on each side of the cut-away portion 61 of the partition.Y

Headboard panel A headboard panel 308 (Fig. 2) fits 'at the end of the berth on the outside to fill out the aisle partition when the berths are made up for night use. A pair of fingers 310 (Fig. 3) are secured to the panel at the bottom and project Abelow the lower edge thereof, and a pair of brackets 31| are secured to the aisle partition on the room side thereof and directly below an arm cushion 312 at the aisle end of the sofa.

The projecting iingers 310 are inserted in the brackets 311 when the headboard is placed in position at the end of the sofa, and alnger 313 along the side of the panel is inserted in a bracket 314 located on the inner face of the aisle partition (Fig. 3). With the panel in place, a bolt 315, secured to the panel by -brackets 315', is raised into the keeper 316 on the aisle partition, locking theh'eadboard in place.

- Berth operation The operation of the berths is as follows:

Assuming that the berths are in their position for daytime use, as shown in Fig. 1, and one or more seats are in their semi-reclining position, the iirst operation which the porter performs to convert the equipment into berths for night use is to place the adjustable seats in their normal 'upright position shown in Fig. 5. The headboard 308 is iirst inserted in place at the end of the sofa in the aisle partition. The sofa back 199 is then unlatched at the top at 235 (Fig. '7) and rotated in a counter-clockwise direction about its pivot 203 (Fig. 4) until it comes to rest on the wall brackets 240 (Fig. 10). Next, the hinged panel 303 (Fig. '1) is moved up to close the lower part of the opening 61 (Fig. 3), and then the intermediate berth pan 263 (Fig. 13) is unlatched by rotating the brackets 268 into their wall recesses. The intermediate berth pan is then low ered to the vertical position shown in dotted lines 290 in Fig. 13 and latched in place. The intermediate berth 293 is then unlatched at 259 and rotated down to the horizontal position shown in dotted lines 293. Inasmuch as the upper berth is stationary, the three .berths are now in position for use.

Berth curtains tain 595 is a plurality of hooks 000, which support the upper curtain on rod 599. The upper edge of the curtain is reinforced at 601. The curtain segment 598 is cut out at 608 (Fig. 18) to t the curtain around the exhaust air duct 584, and a hook 609 hooks onto an eyelet (not shown) fastened onto the car wall to support the end of the curtain segment.

As best shown in Fig. 20, the upper berth curtain 595 extends below the upper berth 88. Adjacent to the lower edge of the upper berth curtain 595 is a strap 602 for each of the segments 591 and 598. Each of these straps 602 extends substantially the full width of its corresponding curtain segment, and is stitched or otherwise secured to the curtain segment at 603, and buttons 604 are spaced across each strap directly below the line of stitching. Buttonholes 605 are placed alongthe lower edge of each strap 602, and, when each segment is in place suspended from the rod 599, the strap 602 is wrapped around the upper rung 253 of the rod 252, and then buttoned, as best shown at 606 in Fig. 20. Thus, the upper berth curtain segments serve as safety belts to prevent the occupant of the upper berth from rolling out or being tossed out of the upper berth. The segments 591 and 598 come together substantially midway between the ends of the berth andare buttoned together at B01 (Fig. 18).-

The intermediate curtain 596 comprises segments 611 and 612, across the top of each of which is a strap 613, secured to the curtain segment at 614, which wraps around the lower rod or rung 254 and buttons at 615 (Fig. 20). Each of segments 611 and 612 extends from the lower rung or rod 254 to somewhat below the .lower berth 198. The segments 611 and 6|2come to,-

berths into afseatwith. a seatportion and abaclrr the upper berth being fixed in a .horizontal posigethe'r along a verticalline .intermediate theends of the berths and arefbuttoned at 6&6 tFig.- `19). The segments are slit horizontally adjacent to the intermediate berth to form apsz16l1, which project .below the plane of the intermediate berth at 618. The lower portions L6l9.,and62llA of segments fill and SI2, respectively, across ,their top edges where the flaps Blvlrare cut away, are'provdedpwith straps 52| secured to the. lower, por:`

tions of the segments 6H and 6|2gand wrappedaround rod 243,;extending, lengthwise along ,theaI outer edge of the intermediate berth. Straps 62| are, buttoned in vplace at 622i (Fig. 20)',v f The curtain segments 6H and 6I2 'across the area Where they are not slit are fastened to rod 2431by means of straps 623 secured to the inner face of each curtain segment and buttoned to the curtain at 624 (Fig. 21). `The separations between the various curtain segments for the upper, intermediate, and lower berths substantially midway between the ends of the berths provide means for giving access to and from the berths.

Referring to Fig. 2, a shoe pocket 625 is fastened to the outside of upper curtain segment 595; a second shoe pocket 626 is fastened to the upper portion of segment 6|2 of the curtain; and a third shoe bag 621 is secured to the lower portion 620 of curtain segment 6I I. These shoe pockets 625, 626, and 621 are intended for use of the occupant; of the upper, intermediate, and

lower berths, respectively. When these occupants have retired to their respective berths, they may place their shoes in the pockets intended for their use, conveniently reached from the berth.

Extending downwardly from the upper berth curtain segment 591 are a pair of clothes hangers 628 and 629,-secured to the curtain segment 598 on the inside face thereof by suitable straps. One of these hangers is intended for the use of the occupant of the upper berth, and the other for the occupant of the intermediate berth. To the segment 6H of the lower berth curtain 596 is a clothes hanger 63| attached to the outer face of the berth segment adjacent to the intermediate berth by a suitable strap. This latter clothes hanger is intended for the use of the occupant of the lower berth. A

SUMMARY Increased revenue earning power for sleeping cars results from the present invention. Each passenger is provided with adequate room and comforts comparable to those furnished in many of the higher priced room accommodations. During the daytime, he :can adjust his seat to suit his own requirements, and at night he is provided with a roomy, comfortable bed. All of these comforts areavailable to the travelling public at a cost only slightly greater than the normal day coach fare. This is made possible by increasing the number of passengers accommodated over and above prior sleeping cars, and itis the arrangement of the berths that is responsible for i tion in* the upper regiorrcof the room, and the intermediate berth being foldable to inoperative position against theunderneath face of the upper berth and comprisingva pan having its open side.

facing upwardly when the intermediate berth is against the upper berth, means for pivoting the pan downwardly about a horizontal axis and..

against the adjacent room wall, an intermediate berth'member in the pan, and means for pivoting the intermediate berth member outwardly tohorizontal, operative position from the pan about` a horizontal axis to a position substantially at righttending lengthwise to the berth and positioned adjacent to the rear edge of the berth, a berth pivotally mounted adjacent to the forward edge of the berth pan about an axis extending lengthwise to the berth and foldable into the pan, means for fastening the berth pan in a position substan tially at right angles to the upper berth when the pan is lowered for operative use, and means for fastening thefintermediate berth in a horizontal position substantially midway between the upper and the lower 'berths when said intermediate berth is open for night use.

3. In a passenger vehicle, a lower berth, an intermediate berth, and an upper berth arranged in parallel, overlying relationship, a curtain support above the upper berth and substantially coextensive with the length of the berth, a curtain support adjacent to the edge of the upper berth substantially coextensive therewith and lying in a vertical plane through the upper curtain sup-l port, a curtain arrangement in the vertical plane closing one side of all berths and comprising an upper curtain suspended from the upper curtain support and extending below the upper berth, a lower curtain suspended from the curtain support adjacent to the upper berth and extending below the lower berth,l the upper curtain being open vertically for the major portion of its height from the upper berth to the curtain support above the upper berth, means for securing the upper curtain opening in the upper curtain, and means for closing the vertical opening in the lower curtain.

4. In a railway car, a room, a berth disposed in the upper region of the room, a second berth disposed below andsubstantially entirely within the vertical projection of the i'lrst berth, a support for the second berth pivotally mounted closely adjacent to the underneath face of thefupper berth and adapted to move from a lowered, substantially vertical position below the upper berth to a substantially horizontal position 'directly beneath the lower face of the upperlberth, the second berth being pivotally mounted along one -of its side edges to the support adjacent to the edge thereof most remote from the rst mentioned for use when the second berth is in its inoperative position,

5. In a passenger vehicle, a room, a lower berth, an intermediate berth, and an` upper berth ali arranged in parallel overlying relationship adjacent to one of thev room walls, means for converting the lower berth independently of the other Vberths into a seat with aseat portion and a back,

the intermediate berth being foldable to an inoperative position against the underneath face of the upper berth and comprising a pan having its i open side facing upwardly when the intermediate berth is against the upper berth, means for pivoting the pan downwardly about a horizontal axis 'and against the adjacent room wall, an intermediate berth member in the pan, and means for pivoting the intermediate berth member outwardiy to horizontal operative position from the pan about, a horizontal axis to a position substantially at right angles to the pan.

JAMES K. TULLY. LEIF ANDERSEN. BASIL E. JONES.

CERTIFICATE 0E CORRECTION. Patent No. 2,571,1I82. March 15, 19LI5.

JAMES K. TULLY, ET AL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 2, first column, line 65, for the word "for" read "from". line 70;, for "Fig, 1"

3 read Fig. 2; and that the said Letters Patent should beread with this correction therein that the same may conform to the record of the case in the Patent Office.

signed and sealed this 26th @Ey of June, A. D. 19LI5.

Leslie Frazer' (Seal) Acting; Commissioner of Patents. 

